Electric-traction system for railways.



PATENTED MAR. 29, 1904.

.A. MEUSGHEL. ELECTRIC TRACTION SYSTEM FOR RAILWAYS.

APPLICATION FILED MAY 4. 1903.

.NO MODEL. 4 SHEETS-SHEET l.

50 6 60 I 2 28 25 Y P Egg 2 z Witnegy:

I Attorneys m PETERS co, were. mm wAsnmumu, n. c

PATENTED MAR. 29, 1904.

A- MEUSCHEL.

ELECTRIC TRACTION SYSTEM FOR RAILWAYS.

APPLICATION FILED MAY 4. 190a.

4 8HBETSSHEBT 2.

N0 MODEL jibv Witnesses:

Attorneys NORRIS warms cc, wow-Una WASNINGTDN, n, o.

PATENTED MAR. 29, 1904. f

{:HEBTs-SHEET 3- Attorneys A. MEUSCHBL. ELECTRIC TRACTION SYSTEM FOR'RA ILWAYS. 'APPLIOATION 111.31) my 4. 1903.

PATENTED-MAR. 29 1904.

A. MEUSCHEL.

ELECTRIC TRACTION SYSTEM FOR RAILWAYS.

' AYPLICATION FILED MAY 4. 1903.

4 BHEETS BHEET 4.

N0 MCDEL.

Jfiayflfl jmagel e tor Attorneys Witnesses:

\ UNITED STATES Patented March 29, 1904. 1

PATENT OFFICE.

AUGUST MEUSCHEL, OF MONTREAL, CANADA.

ELECTRIC-TRACTION SYSTEM FOR RAILWAYS.

SPECIFICATION forming part of Letters Patent No. 755,905, dated. March 29, 1904. Application filed May 4, 1903. Serial No- 155,455. (No model.)

To all whom it Wtay concern:

Be it known that 1, AUGUST MEUSCHEL, a subject of the Emperor of Germany, residing in the city and district of Montreal, Province of Quebec, Canada, have invented certain new and useful Improvements in Electric-Traction Systems for Railways; and I do hereby declare that the following is a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to improvements in traction systems for railways, but especially for those systems in which electric motors are employed, and while my present invention is applicable also to other motive power, as well as to the use of electric currents and motors of any description, it is particularly intended to form a practicable and simple solution of theproblem of the application of the alternating current, more particularly the single-phase alternating current, to railway-lines. In this connection one important object of my invention is to provide means for varying the actual speed of the car without varying the speed of the motor or motors driving the same, for it is well known that the speed of an alternatingcurrent motor,whether synchronous or induction, is practically invariable and dependent on the design of the motor.

One object of my invention is to provide im- I proved braking means and an improved construction of truck which are essentially bound Y together with the speed-varying means just referred to and with the general arrangement of my system, and in this connection I may say that I also provide braking means which act not to wholly use up and destroy the power represented by the momentum of a car 'or train, but torestore said power to the line in the shape of electric current generated by the motor or motors themselves,,which for this purpose are caused to run as generators.

A further object of my invention is to provide meanswhereby the driving portions of the mechanism which act on opposite rails of the track are normally independent one of the other, whereby curves may be rounded without undue friction and lost power between the car and the rails, while at the same time they may be readily coupled together when desired. My invention comprises a number of wholly novel features, foremost of which are the driving means, which instead of being substantially cylindrical, as in the case of ordinary carwheels, and rotating in vertical planes are of spherical form and rotate in variable planes parallel to the line of motion of the car, but varying from a strictly horizontal plane to a nearly vertical plane, or, in other. words, about an axis which may be vertical or nearly horizontal, and inasmuch as the effective diameter of the driver increases with the angle made by its axis of rotation with the rail on which it moves the rate of translation of the.

driver'will be increased or decreased, while its speed of rotation remains constant.

My invention comprises such spherical drivers mounted on a truck in such manner that they may not only be rotated as aforesaid to translate the car, but also may be adjustably rotated about a longitudinal axis in order to vary the speedthat is to say, an axis parallel to the direction of translation whereby the rate of speed is varied in the manner aforesaid, and my invention further comprises means for so adjustably turning. the vertical drivers, this means in preferred form being a motor mounted between two drivers and geared to both drivers. More specifically stated, my construction of the drivers comprises two spherical segments, which combine to form a single driver, one of these being only adjustably rotatable, while the other spherical segment is mounted on the first to rotate about a transverse axis at right angles to that of the first segment.

My invention further comprises the provision of such spherical drivers in connection with a pair 'of small flanged guide-wheels acting in conjunction with a pair of ordinary flanged car-wheels at the other end of the truck to hold the drivers and car-truck in proper position on the rails, the spherical drivers themselves of course being incapable ofbeing provided. with such flanges.

My invention further comprises the peculiar formation of the truck on which my improved traction mechanism ismounted, this being built in two portions, one of which is mounted on the otherthat is to say, a main truck carrying directly the weight of the car and resting directly on the track at one end through the medium of a pair of ordinary car-wheels and a supplementary or driver truck on which the main truck rests at the other end and which carries the said spherical drivers, the motors therefor, the various mechanisms for controlling and actuating said motors and drivers, and, further, the flanged guidewheels which supplement the drivers and hold them on the track. Moreover, the point of the supplementary truck on which the main truck rests is arranged to' lie in a vertical plane between that of the drivers themselves and that of the said flanged guide-wheels, and the opposite end of the supplemental truck is adjustably connected with the main truck in such manner as to be raised and lowered relatively thereto, so as to substantially rotate said supplementary truck slightly in a vertical plane, and thus bring the weight of the car either upon the drivers or upon the flanged guide-wheels, in which latter case the drivers are arranged to be raised completely ofl the track in such manner that they may continue to rotate frictionlessly and without wear upon the track, it being understood that the motors are caused ordinarily to run continuously whether the car is moving or standing still.

My invention further comprises braking means consisting of a pair of brake-shoes mounted on that end of said supplementary or driver truck which is adjustably connected with the main truck, these brake-shoes projecting into proximity and coacting with the pair of car-wheels which support this end of the main truck, this arrangement being such that when this end of the supplementary truck is raised the drivers are raised completely ofi the rails, and at the same time the brakes are pressed against the car-wheels just being brought into action, while at the same time the action in removing the weight from the drivers causes a greater portion of the weight to be thrown upon said car-wheels, whereby the power of the brakes becomes increased.

My invention further comprises controlling mechanism for starting and stopping the two motors which actuate the respective drivers and for linking them mechanically together and disconnecting them, as may be desired, such means comprising an auxiliary motor driving a transverse shaft, which in turn drives loose clutch halves turning on the ends of the main motor-shafts, and clutch-levers actuated by solenoids for engaging the respective clutch halves with their corresponding halves keyed to the motor-shafts, whereby either or both may be connected or disconnected at will from said transverse shaft.

The advantages and manner of using this construction will be pointed out at the end of the detailed description.

My invention further comprises other constructions and combinations hereinafter described, and more particularly pointed out in the claims.

In the drawings accompanying this description I have shown the most approved form of my electric-traction system as far as it relates to the essentials of the invention, and herein Figure 1 is a plan view of the complete apparatus. Fig. 2 is a side elevation thereof. Fig. 3 is a transverse section thereof on the line 3 3 of Fig. 1. Fig. 4 is a transverse section taken on the line L 4 of Fig. 1. Fig. 5 is a diagrammatic view of the spherical drivers in various positions. Fig. 6 is a longitudinal section taken on the line 6 6 of Fig. 1. Fig. 7 is a longitudinal section through the truck on the line 7 7 of Fig. 1. Fig. 8 is a horizontal section taken on the line 8 8 of Fig. 6. Fig. 9 is a transverse section through one of the solenoids, taken on the line 9 9 of Fig. 8. Fig. 10 is a transverse section taken on the line 10 10 of Fig. 1. Fig. 11 is a diagrammatic View of the electrical connections. Fig. 12 is a perspective view of the upper segment of one of the spherical drivers from the outside, and Fig. 13 is a similar view of the lower segment of the driver from the inside.

The same numerals of reference denote like parts in all the figures of the drawings.

The framework of the truck comprises in its general construction two partsthat is to say, a body or main frame, on which the carbody rests, and a supplemental or secondary frame, on which one end of the body or main frame rests, these latter carrying the drivers and their apparatus, (corresponding to the parts above referred to as the main truck and supplemental or driver truck, respectively.) The former comprises a pair of longitudinal beams 20, united at one end, herein for convenience called the rear end and shown on the right of the drawings Figs. 1, 2, 6, and 7 by a distance-bolt 21, having abutmentshoulders 22 and nuts 23, between which the ends of the beams are secured and being prolonged beyond the ends 23 to form journals 24, which are the pivots supporting this end of the main frame on the supplemental frame to be referred to presently, and at the opposite or front end the beams 20 are united by a single traverse 25, extending the full width of the truck and supported from the axle 26, carrying a pair of ordinary flanged car-wheels 27 and provided with journal-boxes 28, on which rest the pedestals 29, supported on bracket-arms 30, bolted to the traverse 25 and connected at their outer end by a traverse-beam 31, coiled compression-springs 32 being inserted between the two journal-boxes 28 and the pedestals 29.

It is to be observed that the two longitudinal beams are located near the center of the truck and between the two halves of the supplemental frame, which latter comprises four longitudinal beams 33 34, united at their ends by traverses 35 and 36, the beams of the supplemental frame being below those of the main frame except near their rear ends, where they are bent up to form arches 37 for the purpose of giving space for the spherical drivers. These latter are each formed in two parts, designated 38 and 39, (shown, respectively, in perspective in Figs. 12 and 13,) and the two together form substantially a complete sphere divided by a plane passing slightly to one side of the center, forming segments which subtend angles of about one hundred and sixty degrees and two hundred degrees, respectively, at the center of the sphere. The upper segment 38 isjournaled in longitudinal bearingsthat is -to say, to rotate about an axis parallel to and directly over the rail on which the car runswhile the lower section 39 is journaled to rotate about an axis at right angles theretothat is to say, the axis of symmetry of the segment-being shown as vertical in the full lines of the several figures of drawings. The construction by which this is accomplished will now be explained.

Mounted on each pair of longitudinal beams 33 34 of the supplementary frame and between the latter arethe cases 40 of the main motors, which drive the car and which are intended to be single-phase induction-motors to run preferably at high tension direct from the line. These motor-cases, as shown, are cylindrical in form, having longitudinal ribs 41 42 on each side thereof above and below the beams 33 34,and they are bolted to the latter by capbolts 43. At the forward end each motorcase is provided with a closure-plate 44, having a journal-box 45 at its center, which supports one end of the main shaft 46, and at the opposite end is fixed a heavy closure-plate 47, having at its center a journal-box 48 and secured to the motor-caseby screws 49. On the main shaft 46 is keyed the rotor 50 of the usual squirrel-cage or other preferred pattern, as the special build of the motor forms no feature of the present invention further than that it is a single-phase induction-motor, as above stated; but for purposes of illustration it is shown as comprising a central sleeve or spider 51, on which is mounted the laminated iron core 52, secured by end plates 53, and at 54 are shown the end rings of the rotor. With the rotor cooperates the stator 55, formed in like manner and secured on the inner face of the motor-casing.

The rear end of the main shaft 46 is not journaled directly in the bearing-plate 47; but the upper segment 38 of the driver has at opposite ends of a diameter trunnions 56 and 57, as shown, (see Fig. 12,) the former being hollow and journaled in the box 48, while the shaft is mounted to turn concentrically with-- in said hollow trunnion. The other trunnion 57 is mounted in a bearing 58 in the traverse 35, the segment being provided with shoulders 59 60 at the base of the trunnions to prevent longitudinal motion. On its inner side the segment 38 is hollowed out, as shown at 61, to receive a bevel-pinion 62, keyed on the end of the shaft 46; but at the center of the segment 38- is a massive post 63, which is bored concentrically to receive the conical end 64 of an axle-pin 65 and also laterally, as at 66, to receive a journal-pin 67 on the end of the shaft 46. The pin 65 forms the axle about which turns the lower segment or drivingsegment proper, 39,which is likewise hollowed out on its interior and concentrically recessed, as at 68, to receive the hub 69 of a bevel-gear 7 O, which meshes with the pinion 62 and is keyed in the recess 68 by aplurality of keys 71. Below the hub 69 the segment 39 is further recessed, as at 72, to receive the head 73 of the axle 65. It will be understood that the hub 69 is made to fit tightly in the recess-68 and after the pin 65 is in place therein is driven down into said recess by hydraulic pressure which is sufficient to hold the parts together, and the conical end 64 of the pin is drawn up to place by-a wedge-shaped cotter 74, which is inserted through a quadrantal opening 75 in the upper side of the segment 38. The joint between the two segments of the sphere is made tight without preventing rotation or substantially increasing the friction between them by means of a greased packing-ring 76, which isolates the interior space 61 within the driver from the exterior and prevents the entry of dust and water while said interior space may be appropriately filled with lubricating material for the gears and bearings. It is of course understood that the lower segment is not intended to support the upper segment by a bearing on its periphery, but the endwise pressure between the two segments is taken by the bearing-surface 77 between the end of the post 63 and the hub 69 of the bevel-gear 70, or, if desired, it might be received by the head 73 of the axle 65, while the sidewise pressure which exists in all positions of the driver, except that shown in the drawings, is taken by lateral pressure on the axle 65.

The entire weight resting on thesupplementary truck is intended to be supported directly by the spherical drivers when the latter are in operation, and the supplemental frame supports the main frame at its righthand or rear end by means of the journalpins 24, which rest in journal-boxes 78, guided in pedestals 79, secured to the traverse 35, and are supported from the latter through the medium of heavy coiled springs 80, which are set in suitable sockets 81 in the traverse. At

its other end the supplemental. frame is connected'with the main frame and supports a part of its weight by means of a heavy cast ing 82, which is journaled at its lower end upon a pin 83', set in cars 84, centrally on the transverse 36, and at its upper end it is mounted on an eccentric 85, turning on a shaft 86 in bracket-blocks 87, bolted to the traverse 25 of the main frame. On the shaft 86 at one side of the eccentric is keyed a wormwheel 88, which is engaged by a worm 89, mounted on a shaft 90, supported in bearings 91, formed on the right-hand bracket-block 87. The shaft 90 is or is intended to be connected with a suitable controlling-handle or lever in the motormans cab, or, if desired, indirectly through the medium of an electric motor for turning the shaft 90, whereby the eccentric 86 is rotated and the forward ends of the main and supplemental frame brought together or separated. The object of this will be explained later on.

As stated above, practically the entire weight resting on the supplemental frame is sustained by the spherical drivers; but as the latter have no flanges means are provided for holding them in their proper positions on the rails, consisting of a pair of flanged guide-wheels 92 of small diameter journaled on a transverse axle 93, having journals 94 at its ends, on which rest journal-boxes 95, mounted in pedestals 96, carried on the lower side of the traverse 35, light coiled springs 97 being inserted between the journal-boxes and pedestals, which are not intended, however, to relieve the jar, (which latter is effected by the springs 80,) but only to keep the guide-wheels 92 at all times in engagement with the track, as it is the ofiice of their flanges to prevent the derailment of the truck.

The main shafts 46 of the motors have their front ends reduced in section and prolonged beyond the ends of the journal-boxes 45 and have keyed thereto cone-disks 98, which form clutch-halves cooperating with other conedisks 99, having cap-shaped hubs 100 and loosely mounted on the ends of the shafts 46 to have a back-and-forth reciprocation. The spherical end surfaces 101 of these cap-hubs normally rest against bearing-surfaces 102, formed on the ends of levers 103, fulcrumed on pins 104, set in cars 105 on the traversebeam 36 of the supplemental frame, these levers extending inwardly toward the center of the truck, and opposite their ends are bolted solenoids 106, within each of which reciprocates a laminated iron core 107, pivotally secured to the end of the lever 103 by a link 108. For the sake of illustration 1 have shown the core 107 as made up of iron plates secured together by rivets 109 and a transverse bearing-pin 110 for the end of the link 108, the effect being when the solenoids 106 are energized by a current to draw the cores 107 inwardly, and thus press the bearing-surfaces 102 against the hubs 100 of the cone-disks 99, thus engaging the two halves of the clutch.

On the cone -disks 99 are formed bevelgears 110, which engage with pinions 111 on the opposite ends of a transverse auxiliary shaft 112, at the center of which is mounted the startingmotor 113, this being in my regular system a self-starting single-phase induction-motor adapted to run on a low-tension current obtained by a small transformer located on the car. This motor when turning operates both cone-disks 99, and when the two cone-disks 98 and 99, forming a clutch, are thrown into engagement will serve to start the corresponding driving-motor in the manner hereinafter explained. The motor 113, as shown, is bolted to the supplemental frame by means of a plate 114, bolted to each of the inner longitudinal beams 34, and a laterallyextending flange 115, formed for the purpose on the traverse 36 or secured thereto, as best shown in Fig. 7.

In order to provide for the angular adjustment of the drivers about their longitudinal axis, the upper segments 38 are formed with worm-teeth 116, cut in a transverse plane in the exterior surfaces of the segments, with which engage worms 117, mounted on shafts 118, journaled in boxes 119 on the top of the arches 37 of the longitudinal beams 33 34 of the supplemental frame, the inner ends of the two shafts 118 passing over the longitudinal beams 20 of the main frame and abutting at the center, where they are connected 95 by the elongated hub 120 of a worm-wheel 121, keyed to both shafts and driven by a worm 122, mounted on the shaft 123 of a donkeymotor 124, supported on a plate 125', which extends longitudinally between the beams 34 and is supported at one end on the traverse 35 and at the other on a transverse beam 126, extending between the beams 34 at the opposite side of the arches 37. The shaft 123 is supported in hearings in the end plates 127 128 of the motor and in a pillow-block 129, bolted to the plate 125. The donkey-motor 124 is in my preferred system aself-starting singlephase low-tension induction-motor of a type similar to the motor 113, but arranged to run in either direction, according to the desired angular adjustment of the drivers, whereas the motor 113, as well as the main motors, runs only in one direction.

In connection with the mechanism already described I employ brake-shoes 130, secured on brake-blocks 131, formed as lugs upon and near the ends of the traverse 36that is to say, these brake-shoes are fixed solid thereto frame the car-body is intended to be supported, and while any suitable mechanical construction may be provided I have herein shown a bolster-block 132 in the shape of a 5 hollow square, which is guided in a square aperture formed by two short transverse beams 133, in conjunction with the longitudinal beams 20, to which they are secured, each beam 133 having an angular or F-shaped cross-section I and depending a sufficient distance to guide the block 132 vertically in all positions and prevent any torsional straining of the elliptic springs 134, which, as shown, rest on the beams 133 and support the bolster-block by means of horizontal flanges 135, and on the top of the bolster is formed the king-pin 136, which sits in a suitable socket in the car-body. The electrical connections of the several motors and solenoids are illustrated diagrammatically in Fig. 11. At 137 is indicated the overhead or line terminal and at 138 the earth or rail terminal of the circuit. The drivingmotors are shown at 139, the starting-motor at 113, and the clutch-solenoids at 106, these be- 5 ing shown as connected permanently with the earth-terminals 138 and with the line-terminal 137 through switches 140, 141, 142, 143, and 144, respectively. The speed regulating and reversing motor 124 is detachably connected with both the line and earth terminals by a sixpole reversing-switch 145, whereby this motor may be caused to run in either direction. It will be understood,of course, that ordinarily these several switches and manipulations, together with the mechanical controlling-shaft 90, will be in actual practice connected up to suitable controlling mechanism, so as to be all worked simultaneously or in definite order by the same handle; but such controlling mechanism forms no part of my present invention, as it is my intention to make this the subject of a separate patent, and the above-mentioned diagram will serve to illustrate the mode of operation of my system in connection with the description which follows.

The mode of operation of my improved traction system may be described as follows: When the main driving-motors 139 are caused to revolve, they will rotate the spherical segments 39 about the axle through the medium of the bevel-gearing 62 and the keys 71. Now supposing the drivers to be in the position shown in the full lines of the drawings, this will of course cause no forward mo- 5 5 tion to the truck, because the point of tangency of the spherical segments 39 with the track is in the axis of revolution, as shown by the full lines in Fig. 5, the line 146 representing the joint between the segments 38 and 39 of the drivers and the line 147 the axis of revolution of the spherical segment 39. Now,

however, suppose the drivers are rotated about their trunnions 56 57 that is to say, about their longitudinal axes, indicated by the 5 heavy black point 148 at the center of the respective spheres in Fig. 5, the line 149, joining these spheres, representing the mechanical tie or traverse 35, holding them at a fixed distancethen the point of tangency of the, spherical segments 39 with the rails will no longer lie in the axis of revolution, but at some point distant from the axis of revolution by a varying quantity from Zero upto the maximum diameter of the driving-segment 39. For example, if the driver be rotated about its trunnions until the joint-line assumes the position 146, Fig. 5, the axis of revolution that is to say, the center line of the pin 65 will assume the position 147, and the locus of the tangent of the rail with the driver will 3 be the line 150, so that there will now be a forward motion of translation depending on the length of the circumference 150, which itself depends on the angular displacement of the axis 147. Thus it will be seen that with 5 a constant speed of rotation of the driver a translational speed will be imparted to the truck varying from zero up to a maximum determined by the diameter of the sphere. The direction of translation of the car on the track will of course depend on the direction of the angular adjustment ofthe driveras, for instance, if the driver be displaced until the axis of revolution of the spherical segment assumes the position 147 the motion of the truck will be in one direction, and if the angular adjustment be such as to cause the axis 147 to assume the position 147 and the jointline between the two segments the position 146 the truck will have the same translational 1 speed in the opposite direction. These two positions represent practically the extreme positions of angular adjustment, and to further illustrate the action of the spherical driver I have shown an intermediate adjustment posi- 5 tion 147', assumed by the axis 147 when the joint-line is at 146, and the locus of the point of tangency with the rail, representing the rate of speed, at 150".

The mechanical adjustment of the drivers is effected by the donkeymotor 124 by the medium of the worm-gearing, it being understood, of course, that the two worms 117 should have, respectively, right and left hand threads, so that the drivers are turned symmetrically 5 with respect to each other. This equalizes any'possi-ble lateral thrust tending to derail the truck and also is in accord with the connectinggearing, comprising the transverse shaft 112 and the clutches 98 and 99. When 120 the donkey-motor 124 is caused to rotate in one direction, the spheres are adjusted to increase the forward speed of the car and when in the opposite direction to decrease and ultimately reverse the speed. 12 5 It is well known, as above stated, that a single-phase induction-motor is necessarily run at an approximately constant speed in practice, and herein lies the great utility of my devicethat is to say, in enabling the mo- 3 tor to run at perfectly constant speed, while the car is moved forward at a variable speed. Moreover, it should be observed that the speed of the motor being constant its power is constant, and hence the tractive force tending to advance the car will vary precisely inversely as the speed. It might be supposed at a first glance that the angular adjustment of the drivers in a direction transverse to the track would cause much friction and tend to decrease their hold on the track; but such, in fact, is not the case, because it will be understood that the car is all the time advancing during such angular adjustment, so that the actual locus of the line of tangency with the track in advancing from a lower to a higher speed will be a spiral or rhumb line around the sphere. Further, as such angular adjustment is efiected by the motor 124:, which also has a definite speed when once started, such adjustment will take place regularly and not by fits and starts or jerks, as in the case of the present control of street-railway cars, which often causes an excessive load to be thrown on the motor in starting; but with my motor the increase in speed will necessarily take place gradually, because the motor actuating the worm-gearing cannot adjust the drivers otherwise than gradually.

A special feature of my improved construction resides in the possibility of generating power by the momentum of the car in stopping the same, which power is restored to the line. In other words,the motors are caused to act as generators by being speeded up beyond synchronism. To understand this, consider the diagram in Fig. 5 and supposing the axis of the driving-segment 39 occupies the position 147, in which the car is traveling approximately at its maximum speed, now if the motion of the car is to be checked the motorman operates the motor 124 to return the driving-segment 39 toward its neutral position, and in so doing the line of tangency with the rail will become a successively smaller circle on the driver. Hence the speed of the driver must necessarily increase until the speed of the car is checked. Hence the rotative speed of the driver will increase in inverse proportion to the diameter of the circle of tangency with the rail, which will correspondingly increase the speed of rotation of the motor, and this will now be driven beyond synchronism and will act as a generator, so that the kinetic energy stored in the car will be restored to the line in the form of electrical power. This is necessarily the case whenever the car is stopped, and therefore the power consumed by the car as a whole will be largely reduced, because its kinetic energy will no longer be wasted, as is the case wherever the ordinary braking system is used.

In the ordinary running of the car the driver will remain continuously on the track and will be run continuously from the motor at a constant speed. When the car is standing still, the segment 39 will therefore revolve about the extremity of its axis as a pivot upon the rail and will produce no forward motion, and this will continue until the car is ready to start again, there being no power consumed at this time other than the friction of rotation. If, however, the stop be prolonged, the drivers may be raised clear off the rails and their weight transferred to the guide-wheels 92, this being accomplished by operating the worm 89 and raising the link 82 by means of the eccentric 8.5. The supplemental frame will oscillate slightly in this case about its journals 24 just sufiicient to raise the drivers clear of the rails and bring the weight upon the guide-wheels, it being observed that in this case the springs 97 do not support the weight, the pedestals 96 resting directly on the blocks 95 and being so shaped as to be just clear of these boxes when the drivers are lowered. The drivers being now clear of the rails, there will be no wear upon the segment 39 or upon the rails at their point of tangency and the friction of rotation will be less, and, further, the motors may now be stopped entirely to be started again by means of the starting-motor 113.

In starting up the car when the motors are all at rest the drivers are raised from the track in the manner above described, and the clutches comprising the disks 98 99 being loose the motorman, either directly or through the automatic action of a controller, first switches in the starting-motor 113, and thereby rotates the cone-disks 99 without affecting the driving-shafts 46. When the motor is well started, one of the solenoids 106 is switched into circuit, which attracting its core 107 oscillates the lever 103, and thereby causes the disk 99 to be pressed into engagement with the disk 98. The motor 113 being now under way readily receives the load necessary to start one of the driving-motors and the spherical segment 39, which is raised from the track. The latter motor is now in turn switched in as soon as it is started, and when properly speeded up the starting-motor 137 may be cut out of circuit again and the other solenoid 106 out in, which causes the clutch-disks on the other motor-shaft to become engaged, and this latter motor is now started from the first. Of course, if preferred, both motors could be started either simultaneously or successively from the starting-motor 113. When both driving-motors have reached their proper speed, the solenoids may be cut out of circuit again and the motors will run independently, which is an advantage in my system not possessed by any of the usual systems, because in rounding curves there is no slipping of the drivers on the track, as is necessarily the case where they are mechanically interconnected. Should one of the motors become out of order and incapable of being switched into circuit,

the driver connected therewith may still be driven by the other motor by switching in the solenoids which connect the two drivers through the medium of the transverse shaft 112, or, if desired, of course the propulsion of the car could take place only by one of the drivers.

Another important feature to be observed is the operation of my braking mechanism comprising the shoes 130. It is to be observed that when the drivers are raised from the track by turning the eccentric 85 the brake-shoes 130 are brought with a very powerful jamming action against the surfaces of the wheels 27. This pressure, while much more forcible than can be obtained by ordinary brake mechanism, is still elastic by reason of the interaction between the brake-shoes and the journal-springs 32, which gives a certain resiliency to such pressure and prevents any grinding or slackening of said pressure. It is designed that when the eccentric is turned through sixty degrees from its lowest position the load on the drivers will have been transferred to the guide-wheels, and when the eccentric has been turned through one hundred and twenty degrees the drivers are raised entirely clear of the track, and the brake-shoes are brought into contact with the wheels 27 It is to be observed that the first portion of the rotation of the eccentric is performed practically without work, because the pressure upon the drivers acts rather to raise the front end of the supplemental frame, and when the eccentric 86 has turned one hundred and twenty degrees any further rotation will act to press the brakeshoes 130 tightly against their respective wheels, and the power at this point is very great, owing to the eccentric being near its upper dead-point, which is also desirable at this point, because the weight of the supplemental frame, motors, and drivers is nowsustained clear of the track. The eccentric may or may not be turned completely around that is to say, continuously in one direction as may be desired; but it is believed that there would be an advantage in so doing where the car is completely stopped.

Another important point to be observed in my construction is that the collocation of the wheels 27, the drivers, and the guide-wheels is such that when the drivers are depressed on the track they bear the maximum of the weight, being closer to the king-pin 136 than the wheels 27 are and carrying also the overhanging portions at the rear end of the truck.

Hence the greatest possible tractive power isv obtained; but when the drivers are raised clear of the track a portion only of the weight previously resting on them is transferred to the guide-wheels, and the main portion of the weight resting on the truck is transferred to the wheels 27, because the king-pin 136 is now nearer to the wheels 27 than to the guidewheels, and this serves the advantage of giving the wheels 27 an increased adhesion at the very time when it is desired-"that is to say,

while the brake-shoes 130 are being appliedto them.

It will be understood that the adjustment of the eccentric 85 to raise the drivers and apply the brake-shoes is only used where a quick or emergency stop is desired, as under ordinary circumstances the mere angular adjustment of the drivers by means of the speed-regulating motor 124 will be sufiicient to check the car as rapidly as desired.

It is to be observed that in ordinary construction that end of the truck carrying the large wheels 27 and hereinabove referred to as the front end should be always mounted at the outer end of the car and the small wheels 92 at the inner end, so that the large wheels will always be the leading wheels of the car. The small wheels 92 on any one car will therefore face each other, and this will diminish the danger of derailment, which might exist if the small wheels 92 were the leading wheels. Should the motors or drivers on any one truck become inoperative, they can be simply raised from the track, as above explained, and the car then propelled by the sec- 0nd truck alone.

While I have shown in the accompanying drawings the preferred form of my invention, it will be understood that I do not limit myself to the precise form shown, for many of the details may be changed in form or position without affecting the operativeness or utility of my invention, and I therefore reserve the right to make all such. modifications as are included within the scope of the following claims or of mechanical equivalents to the structures set forth.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is v 1. Avehicle mounted on spheres, and means carried by said vehicle for rotating said spheres.

2. The combination of a vehicle, a spherical driver mounted on said vehicle, and means for rotating said driver.

3. The combination of a vehicle-frame, a spherical driver, means for rotating said spherical driver about an axis at right angles to its longitudinal motion and also parallel to its longitudinal motion.

4. In combination, a vehicle-frame, a spherical driver, and means for rotating said. driver about two independent axes.

5. In combination, a vehicle-frame, a spherical segment mounted to rotate about a longitudinal axis thereon, and a complementary segment mounted to rotate about a transverse axis on said first segment.

6. In combination, a frame, one or more wheels supporting one end of said frame, one

' driversto take the weight of said frame, and

means for raising said spherical drivers to remove the weight therefrom. g i

I 12. In combinatiomaframe, flanged Wheels supporting the same and adapted to guide it on a railway-track, aspherical driver mounted or more sphericaldrivers supporting the opposite end of said frame, and means for rotat- :ing said drivers.

7 In combination, aframe, one or more said drivers about two independent axes.

. I y 8, i111 combination, a frame, one or more spherical drivers support] ng part of theweight I I I r of 1ndependently-rotatable drivers on opposite of said frame,means for adjusting said driver or drivers about a longitudinal axis, and means for rotating said driver or drivers about an anfor rotatingsaid spherical gularly-variable transverse axis.

9. In combination, aframe,a pair'of wheels supporting one end thereof, apair of spherical drivers supportingthe other end, and means drivers about two,

independent axes.

110., In combination, a framaa pair ofspherical drivers mounted thereon and supporting a part of the weight thereof, and flanged Wheels also mounted on; said frame and roll on a railway-track.

- 11. In combination, a frame, one or more spherical drivers mounted on; said frame,

means for rotatingsaid spherical drivers about two independent axes, Wheels also mounted on said frame and adapted to support the weight thereohrneans for depressmg said spherical on said frame between a pair of said Wheels on the same rail, means for depressing said driver to take the weight of said frame, and means for raising said driver clear of the track.

I 13. In combination, a frame,flanged wheels supporting the same and adapted to guide it on a railway-track, a spherical driver mounted on said frame between a pair of said wheels on the same rail, means for depressing said driver to take the weight of said frame, means for raising said driver clear of the track, and means carried by said frame for rotating said driver about two independent axes.

14. In combination, a frame,a spherical segment journaled on a longitudinal axis thereon, means for rotating said segment about its axis, a complementary driving-segment mounted to turn about its axis of symmetry on said first segment, and means for independently rotating said driving-segment in all positions of said first segment.

15. In combination, a frame, aspherical segment having trunnions journaled longitudinally in said frame, one of said trunnions being tubular, a driving-shaft mounted to turn independently in said tubular trunnion, a complementary driving-segment mounted to turn about a transverse axis on said first segment,

adapted to gearingwithin said segments connectingthe end of said driving-shaft with said drivingsegmentto turn the latter, and means for :angularly adjustingsaid first segment.

16. Incombination,avehicle-frammamotor mounted thereon arrangedto run at a constant speed, a driver connected with said motor and rotated thereby, and means for varying the effective circumference of said driver.

17. In combinat1on,a vehicle-frame, a pair sides thereof, independent motors actuating the respective drivers, and 'meansfor interconnecting the respective drivers.

18. In combination, a vehicle-frame, a spher icai driver, mea'ns for rotating said driver about a longitudinal: axis, means for rotating aspherical driving-segment journaled on said first segment to rotate on a transverse central axis, means independent of said driver for supporting said frame, and means for raising and lowering said driver with I respect to said frame, whereby itls ILlSGd from and depressed :upon the roadway. I

20. In combination, a vehicle-frame, aspherical segment mounted thereon'to turn about a longitudinal axis passing through its center, a spherical driving-segment journaled'on said first segment to rotate on a transverse central axis, means independently of said driver for supporting said frame, and means for rotating said driver about a transverse eccentric axis with respect to said frame, whereby the same is raised from and depressed upon the roadway.

21. In combination, a frame, a spherical driver, and means for rotating said driver.

22. In combination, a frame, a spherical driver, a motor adapted to rotate said driver about a transverse axis, and means for angularly adjusting said driver about a longitudinal axis.

23. In combination, a frame, a spherical driver, a motor adapted to rotate said driver about a transverse axis, means for angularly adjusting said driver about a longitudinal axis, and means for raising said driver from and depressing it upon the roadway.

2 1. In combination, a frame, a spherical driver, means for rotating said driver about an axis transverse to the direction of motion, and means for adjusting the axis of rotation of said driver in a transverse direction, whereby the eflective circumference of said driver is varied.

25. In combination, a frame,wheels adapted to support said frame, vertically-adjustable same is raisedand, lowered with respect to drivers mounted on said frame, means for rotating saididrivers, and means for adjusting said drivers vertically to raise them from and depress them upon the roadway.

26. In combination, a frame, wheels on which said frame is adapted to run, a supplemental frame journaled on said main frame, one or more drivers carried by said supplemental frame, means for rotating said drivers, and means for oscillating said supplemental frame, whereby to raise and depress said drivers. 1

27. In combination, a frame,wheels adapted to support said frame, vertically-adjustable spherical drivers mounted on said frame, means for rotating said spherical drivers, and means for adjusting said spherical drivers vertically to raise them from and depress them upon the roadway. J

28. In combination, a frame, wheels on which said frame is adapted to run, a supplemental frame journaled on said mainframe, one or more spherical drivers carried by said supplemental frame, means for rotating said spherical drivers, and meansfor oscillating said supplemental frame, whereby to raise and depress said spherical drivers.

29. .In combination, a frame, wheels on which i said frame runs, a supplemental frame journaled on said main frame, a pair of drivers carried thereby, and means for oscillating said supplemental frame. g

. '30. In combination, amain frame, wheels on which the same is adapted to run, a supplemental frame journaled at one end of said main frame, means for raising and depressing the opposite end of said supplemental frame with respect to said main frame, and one or more drivers mounted on said supplemental frame.

31. In combination, a main frame, wheels on which the same, is adapted to run, a supplemental frame journaled at one end of said main frame, means for raising and depressing the opposite end of'said supplemental frame with respect to said main frame, and a pair of drivers journaled on opposite sides of said supplemental frame. g g

32. In combination, amain frame, wheels on which the same is adapted to run, a supplemental frame j ournaled at one end of said main frame, means for raising and depressing the opposite end of said supplemental frame with respect to said main frame, a pair of drivers journaled on opposite sides of said supplemental frame, and a motor mounted on said supplemental frame adapted to actuate said .drivers.

33. In comblnation, a main frame, Wheels on which the same is adapted to run, a supplemental frame journaled at one end of said main frame, means for raising and depressing the opposite end of said supplemental frame with respect to said main frame, a pair of drivers journaled on opposite sides of said supplemental frame, and a pair of independent motors mounted at opposite sides of the supplemental frame and actuating the respective drivers.

34. In combination, amain frame, wheels on which the same is adapted to run, a supplemental frame journaled at one end of said main frame, means for raising and depressing the opposite end of said supplemental frame with respect to said main frame, a pair of drivers journaled on opposite sides of said supplemental frame, a pairof independent motors mounted at opposite sides of the supplemental frame and actuating the respective drivers, and clutch" connections between the shafts of the respective motors.

35. In combination, a main frame, mounted to run on wheels, a supplemental frame journaled on said main frame at one end, drivers carried by said supplemental frame, a shaft carrying an eccentric mounted at the opposite end of said main frame, means for rotating said shaft, and an eccentric-link pivoted on the free end of said supplemental frame and embracing said eccentric. V

36. In combination, a main frame mounted to run on wheels, a supplemental frame journaled on said'main frame at one end,-drivers carried by said supplementalframe, a shaft carrying an eccentric mounted at the opposite end of said main frame, means for rotating said shaft, an eccentric-link pivoted on the free end of said supplemental frame and embracing said eccentric, journal-springs interposed between said main frame and the wheels thereof at the same end of said truck, and brake-shoes carried by the free end of said supplemental frame.

i 37. In combination, a frame, a pair of drivers on opposite sides thereof, a pair of motors in longitudinal alinement with the respective drivers and operatively connected with them, said motors having longitudinal shafts, and means for disconnectibly interconnecting the two motor-shafts.

38. In combination, a frame, a pair of drivers on opposite sides thereof, a pair of motors in longitudinal alinement with the respective drivers and operatively connected with them, said motors having longitudinal shafts, a transverse shaft, and disconnectible clutches connecting said transverse shaft with the respective motor-shafts.

39. In combination, a frame, a pair of drivers on opposite sides thereof, a pair of motors in longitudinal alinement with the respective drivers and operatively connected with them, said motors having longitudinal shafts, a transverse shaft, a starting-motor mounted on said transverse shaft, and means for disengageably connecting either motor-shaft with said transverse shaft.

. 40. In combination,aframe,apair ofdrivers on opposite sides thereof, a pair of motors in longitudinal alinement with the respective drivers and operatively connected with them, said motors having longitudinal shafts, a transverse shaft, a pair of clutch halves mounted on the respective motor-shafts, apair of loose clutch halves revolving on said motor-shafts and geared to the opposite ends of said transverse sh aft, and means for pressing either loose CllilJCl] half into engagement with the other ha f.

41. In combination,aframe,a pair of drivers on opposite sides thereof, a pair of motors in longitudinal alinement with the respective drivers and operatively connected with them, said motors having longitudinal shafts, a transverse shaft, a pair of clutch halves mounted on the respective motor-shafts, a pair of loose clutch halves revolving on said motor-shafts and geared to the opposite ends of said transverse shaft, means for pressing either loose clutch half into engagement with the other half, and a starting-motor actuating said transverse shaft.

42. In combination,a frame,a pair of drivers on opposite sides thereof, a pair of motors in longitudinal alinement with the respective drivers and operatively connected with them, said motors having longitudinal shafts, a transverse shaft, a pair of clutch halves mounted on the respective motor-shafts, a pair of loose clutch halves revolving on said motor-shafts and geared to the opposite ends of said transverse shaft, a pair of levers fulcrumed on the frame and pressing atone end against said loose clutch halves, whereby to cause them to engage with the fixed clutch halves, and solenoids connected with the opposite ends of said levers.

43. In combination,a frame,a pair of drivers on opposite sides thereof, apair of motors in longitudinal alinement with the respective drivers and operatively connected with them,

' said motors having longitudinal shafts, a transverse shaft, a pair of clutch halves mounted on the respective motor-shafts, a pair of loose clutch halves revolving on said motor-shafts and geared to the opposite endsof said transverse shaft, a pair of levers fulcrumed on the frame and pressing at one end against said loose clutch halves, whereby to cause them to engage with the fixed clutch halves, solenoids connected with the opposite ends of said levers, and a starting-motor operatively connected with said transverse shaft.

44. In combination, a frame, a spherical driver adapted to be adjusted about a longitudinal axis and to rotate about a transverse axis, means for adjusting said driver, and a fixed-speed alternating-current motor operatively connected to rotate said driver.

45. In combination,a frame, a pair of spherical drivers mounted thereon, means for adjusting said drivers about their longitudinal axes, means for rotating said drivers about transverse axes, and a pair of alternating-curtially fixed speed and operatively connected with said drivers.

46. In combination,a frame,a pair of spherical drivers mounted thereon, means 'for adjusting said drivers about their longitudinal axes, means for rotating said drivers about transverse axes, a pair of alternating-current motors adapted to rotate at a substantially fixed speed and operatively connected with said drivers, and means for temporarily interconnecting the shafts of said motors.

47. In combination,a frame,a pair of spherical drivers mounted thereon, means for adjusting said drivers about their longitudinal axes, means for rotating said drivers about transverse axes, apair of alternating-current motors adapted to rotate at a substantially fixed speed and operatively connected with said drivers, a transverse shaft, and means for temporarily connecting said shaft with either of the respective motor-shafts.

48. In combination,a frame,a pair of spherical drivers mounted thereon, means for adjusting said drivers about their longitudinal axes, means for rotating said drivers about transverse axes, a pair of alternating-current motors adapted to rotate at a substantially fixed speed and operatively connected with said drivers, a transverse shaft, fixed clutch halves mounted on the respective motorshafts, loose clutch halves revolving thereon and geared to said transverse shaft, and means for engaging either loose clutch half with its corresponding fixed clutch half.

49. In combination, a frame, apair of spherical drivers mounted thereon, means for adjusting said drivers about their longitudinal axes, means for rotating said drivers about transverse axes, a pair of alternating-current motors adapted to rotate at a substantially fixed speed and operatively connected with said drivers, a transverse shaft, fixed clutch halves mounted on the respective motor-shafts, loose clutch halves revolving thereon and geared to said transverse shaft, a pair of levers journaled on the frame and pressing at one end against said loose clutch halves to cause them to engage with said fixed clutch halves, and solenoids connected with the opposite ends of the respective levers to actuate the same.

50. In combination, aframe, apair of spherical drivers mounted thereon, means for adjusting said drivers about their longitudinal axes, means for rotating said drivers about transverse axes, a pair of alternating-current motors adapted to rotate at a substantially fixed speed and operatively connected with said drivers, a transverse shaft, fixed clutch halves mounted on the respective motor-shafts, loose clutch halves revolving thereon and geared to said transverse shaft, a pair of levers journaled on the frame and pressing at one end against said loose clutch halves to .cause them to engage-with said fixed clutch halves,

solenoids connected with the opposite ends of the respective levers to actuate the same,and

justing said drivers about their longitudinal fixed speed and operatively connected with axes, means for rotating said drivers about transverse axes, a palr of alternating-current motors adapted to rotate at a substantially said drivers, a transverse shaft, fixed clutch halves mounted on the respective motor-shafts,

loose clutch halves revolving thereon and 3 geared to said transverse'shaft, a pair of levers journaled on the frame and pressing at one end against said loose-clutch halves tocause them to'engage with said fixed clutchhalves,

the respective levers ito' actuate=the same, a

solenoids iconnectedwith the opposite ends of p s'elf startingrnotor*operativelyco-nnocted with said transverse sliaft,-an'dmeans for ralsi-ng and depressingsaiddrivers. A.

52. Incombinat1on,-a 'frame,' a spherical driver comprising an upper segment mounted to turn about its-longitudinaldiametrical axis,

a lower driving --'-segmen't .mountedto turn about a "transverse axis-on said upper segment, worm-teethformedon-the face of said upper segment, a transverse.-worm-shaft. and means forrot-atingsaid worm sha'ft to adjust said driver angularly.

535 In combination, aframe; aspherical-segment' mounted to rotate on trunnions about a longitudinal axis passing throughits center, anaxle centrally" mounted on said segment transverse to its longitudinal axis, a complementary driving-segment rotatively mounted on said axle, worm-teeth formed on said up per'segment, at'ransverse Worm-shaft carry ing a worm engaging with saidteeth, and means for rotating said direction.

54:. In combination, aframe, a pairof spherical segments mounted to rotate on trunnions about their longitudinal axes, transverseIaxlepins centrally mounted on the respective seg-' ments, a pair of complementary segments rotatively mounted on the respective axle-pins, gear-teeth formed on the surface of said firstnamed segments, a driving-shaft, and means for rotating it in either direction, and gearing connecting said shaft with the gear-teeth on said drivers, and adapted to simultaneously rotate them in opposite directions.

55. In combination, a frame, a pair of upper spherical segments having trunnions journaled on said frame, whereby they may rotate on longitudinal diametrical axes, transverse axle-pins centrally mounted on said upper segments, a pair of complementary spherical driving-segments journaled on the respective axle-pins, means for rotating said drivingworm shaft in either segments,-wormteeth formed in the periphery of said upper segments, a transverse wormshaft having oppositely-twisted worms thereon engaging with the worm-teeth on the respective segments, and means for rotating said worm-shaft in either direction.

56. In combination, a main frame, a supplemental frame journaled at one end on said main frame, a pair of independent drivers mounted on opposite. sides of said supplementall frame, a pair of motors actuating the respective drivers and also mounted on the=sup-' plemental frame, a starting-motor mounted on said. supplemental frame between the other motors and detachably connected with each motor-shaft, and means for oscillating said supplemental frame about its pivot on the main frame.

57. In combination, a main frame resting onlwheels at one end thereof, a supplemental frame pivotally connected with the opposite end-of said main frame and on which the lat ter rests, a pair of drivers mounted on -said ing frame and adapted to actuate said drivers,

and means for oscillating said supplemental frame about its pivot to raise and "lower said drivers-f g 58. In combination, a main fr ame,.a pair of flanged Wheels journaled. at one-end thereofto supportth'e same, asupplemental frame pivotallyconnected with saidsmain frame and on whichthe .la-tterrests, a. pair of-spherical drivers mounted on said supplemental frame within the pivotxthereof,=a .pair of flanged guide'wheels.v mounted on said. supplemental iframesoutsideaof said drivers and adapted to receive. the weight when said drivers are raised,'a pair of motors mounted on-said supplemental frame and actuating the respective spherical drivers, a 'starting motor mounted on said supplemental frame and detachably connected with the shafts ofthe respective driving-motors, a speed-regulating motor mounted on said supplemental frame, gearing connecting said. speed-regulating motor with the respective drivers to rotate them about their longitudinal axes, and raising and lowering means for said supplemental frame connecting it at its free end with said main frame.

59. In combination, a main frame, flanged wheels journaled at one end thereof, a supplemental frame pivotally connected with the opposite end and supporting the weight thereof, a pair of spherical drivers trunnioned on their longitudinal axes on said supplemental frame 7 and within the pivot thereof, a pair of flanged guide-wheels outside said spherical drivers, longitudinal driving-shafts passing concentrically through a trunnion of each of the respective drivers and adapted to actuate the same, motors mounted on said supplemental frame and on said driving-shafts, 'a transverse shaft mounted onsaid supplemental frame and detachably connected with the respective d-ri'ving-shafts, a starting-motor mounted on said transverse shaft, a transverse shaft geared to the respective drivers to adjust them about their longitudinal axes, a speed-regulating motor adapted to turn said transverse shaft in either direction, a link connected with the free end of said supplemental frame, and means mounted on said main frame for raising and lowering said link.

60. In combination, a main frame comprisinga pair of central longitudinal beams, a traverse-beam to which they are secured at one end, bracket-arms secured to the opposite side of said traverse-beams, wheels journaled on said bracket-arms, and a pivot-pin connecting the opposite ends of said longitudinal beams, in conjunction with a supplemental frame comprising two pairs of longitudinal beams at opposite sides of said first-named longitudinal beams respectively, and two traverse-beams connecting all four longitudinal beams at opposite ends; journal-boxes mounted on said supplemental frame, on which said pivot-pin rests, a motor-case mounted between each pair of longitudinal beams and on which the latter rest, a pair of longitudinal motor-shafts, motors within said cases actuating said shafts, and a driver journaled between each pair of longitudinal beams and geared to the respective shafts and supporting said motor-cases.

61. In combination, a main shaft comprising a pair of centrally-disposed longitudinal beams, a pivot-pin connecting them at one end, a traverse-beam to which their opposite ends are secured, a pair of longitudinal brackets secured to the opposite side of said traversebeam, and a pair of flanged gear-wheels resiliently journaled on said brackets, in conjunction with a supplemental frame comprising two pairs of longitudinal beams below and on opposite sides of said first-named longitudinal beams, a traverse connecting them at one end and having jou rnal-boxes in which said pivotpin rests, and a traverse connecting them at their opposite ends; an eccentric-shaft mounted transversely on said first-named traverse, an eccentric-sheave carried by said shaft, an eccentric-link engaging said sheave and pivotal-ly mounted on the traverse of the supplemental frame at the free end thereof, a pair of motor-cases fixed between the longitudinal beams at each side of the supplemental frame, each motor-case having a bearing-plate, a pair of spherical segments having diametricallyplaced trunnions one of which is journaled in the rear traverse of the supplemental frame and the other of which is tubular and journaled in said bearing-plate, longitudinal driving-shafts journaled at one end in said motorcases and at the other end in said tubular trunnions and passing Within said spherical segments, bevel-pinions mounted on said drivingshafts within said segments, motors mounted in said cases and actuating said driving-shafts, a pair of complementary spherical drivingsegments mounted to rotate on the respective first-named segments about a central transverse axis, a pair of bevel-gears carried by the respective driving-segments and gearing with said bevel-pinions, flanged guide-wheels mounted outside of the drivers and adapted to receive the weight when said drivers are raised,

and a bolster-block resiliently mounted on said first-named longitudinal beams and adapted to support a car-body.

62. In combination, a vehicle-frame, a motor mounted thereon and arranged to run at a constant speed, a driver connected with said motor and rotated thereby, and means for continuously varying the effective circumference of said driver.

63. In combination, a vehicle-frame, a motor mounted thereon and arranged to run at a constant speed, a driver connected with said motor and rotated thereby, and means for continuously varying the effective circumference of said driver said means being limited to a fixed maximum rate of movement.

In witness whereof I have hereunto set my hand in the presence of two witnesses.

AUGUST MEUSGHEL. Witnesses:

GEORGE W. CoLLns, M. MCAULEY. 

